Aryan95614/aerograph-asrs huggingface dataset:
Aircraft: B737
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor

On arrival at our aircraft we found out that the right GPS was placarded inoperative. As per MEL; we could fly with one GPS inoperative. We also had MAP display failures on both pilot displays. Numerous calls were made to Maintenance Control; Dispatch and Maintenance to find out if the MAP malfunction was a result of the GPS being placarded inoperative. There was never a consensus on why there was a MAP display malfunction. Without Maintenance ever arriving at the aircraft the MAP function on both displays started working. Again we called Dispatch and Maintenance and concluded that we were good to takeoff. On takeoff both flight directors disappeared. We turned the flight director switches off and then on and were able to regain our flight directors. The First Officer was unable to engage the autopilot on either side and was having to hand-fly the aircraft. Passing thru 15;000 FT; we noticed a smell in the cockpit like something was burning. At the same time the flight attendants called up that they smelled something like it was burning. (They had not turned on the ovens or the coffee makers when we got the smell). Not knowing where the smell was coming from we decided to declare an emergency and return to the airport. We accomplished the 'Smoke; Fire or Fumes' QRH checklist. The flight attendants turned off the power ports and wifi and immediately searched the cabin to look for what might be causing the smell. The smell subsided as rapidly as it came without any indication of where it came from. During the return to the airport the First Officer was getting what we determined to be unreliable inputs from the flight directors. Because of declaring an emergency we requested that ARFF trucks meet us on landing and check us over before taxiing. The landing was an uneventful normal landing. Excellent job by all crewmembers and should be commended for their expertise and job well done. Crew coordination between the cabin crew and flight crew was outstanding. [Narrative 2 contained no additional information.] A B737-800 with the right GPS inoperative during preflight then had both MAP displays indicate failed. Unable to get maintenance and after the MAPs returned to normal; the flight departed only to declare an emergency and return to land because of an electrical burning smell.
Aircraft: MD-83
Phase of flight: unknown
Anomaly: No Specific Anomaly Occurred All Types

I was on reserve in June. On June XX I got a 2 day trip; 4 legs a day totaling 15:40. Two days later I got another 4 leg trip totaling 8:54. So in 3 days I did 12 legs totaling 24:34. I was exhausted after the [first] 2 day trip and was tempted to call in 'Fatigue'; but I didn't. Instead I went to my Supervisor and complained about all the awful trips we are given in ZZZ. After the 2 day; 4 legs each day trip; by the end of the 8th leg; I was Number 1 and could barely make the announcements without tripping over my words. I found myself accidently breaking a few wine glasses. I was very tired. After the next 4 leg turn; I was exhausted. I drove home and fell asleep at the wheel 4 times. I woke up heading for the center divider on the highway. It scared me awake; but then I ended up doing it again 3 more times before I made it home; thankful to be alive. In 45 years I have never flown such horrible trips; and my experience has been that no one seems to care. I have seen flight attendant's sleeping with their mouths open during the flights. Flight attendant's are constantly complaining about the 4 leg flights; and the 'Trans Cons and a half.' They are saying they think [the company] is trying to kill us. On international; if I flew 22 hours in 3 days; I would get a long layover and crew rest on each flight. Senior Flight Attendant laments company scheduling practices at her base that result in extreme fatigue.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural FAR; Flight Deck / Cabin / Aircraft Event Passenger Misconduct

Passenger in Seat XX I asked to put his seatbelt on and please put his mouth covering back on when doing compliance. When in the air the pilots took the seatbelt light off and made to PA. The passenger got up and went to the bathroom in the back of the plane FA-A went to check on first class and when I was up front the pilots called and asked if there was someone smoking in the bathroom. FA-B was on the phone and the passenger had just came out of the bathroom and FA-B ask if he was smoking and he said he was vaping. And there was not fire in the bathroom FA-B checked The bathroom thoroughly. FA-B is talked to the passenger. Pilots called and asked the FAs to tell the passengers to stay on the plane so the Captain can talk to him FA-B told the passengers and also to keep his mask on. Later the man sitting [in Seat XY] came to the back and told FAs that the passenger in XX was not wearing his mask so FA-B took one of the blue masks and gave it to him. The passenger in XX Remain seated when deplaning the captain went and spoke with him.Recommend no vaping placards in the restrooms. While in the air passenger in Seat XX went to the lavatory in the aft lavatory. While in the lavatory I was in the aft galley and heard the alarm go off. I was about to knock on the door when he stepped out of the lavatory where I stopped him. I asked him if he was smoking on the plane which he responded that he had; I had told him that it was a $XX;000 fine and a federal offense; I asked him if it was a vape and he replied that it was. When the Captain called and had asked what happened. I told him that the passenger had smoked/vaped and that he was being compliant and honest. The passenger went to his seat and I checked the bathroom to make sure there was no cigarette or anything in the trash and toilet. The bathroom didn't smell so I have reason to believe it was a vape. The Captain called again and told me that he wanted to speak to the passenger after the flight; so I went up to him to his seat and told him after the flight was done he needed to stay on board so the Captain could speak to him. I had to also remind him he needed to wear his mask while during flight. FA A had told him before he needed to wear his mask as well. During the flight after the situation a passenger came to me and FA A and told us that he wasn't wearing his mask so I got one of our masks and went up to him and politely asked that he wear his mask during the whole flight and if his kept falling down I will provide him with one and handed it to him. After all passengers deplaned he stayed on board and the CA talked to him.Maybe in the lavatory have it say no smoking/vaping. And maybe add to safety card and the consequences of what could happen if you do. Air carrier flight attendants reported that a passenger was vaping in the lavatory and was not wearing a personal protective mask during the flight.
Aircraft: MD-11
Phase of flight: Cruise
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation; Deviation / Discrepancy - Procedural Published Material / Policy

Blocked out of ZZZ 53 minutes late due to late inbound aircraft. Another MD11 was loading up beside us (Aircraft Y); also bound for ZZZ1. The flight was normal; until I received an ACARS message from our Dispatcher that there was undeclared hazardous material onboard in position 3L. I immediately made a SAT phone call to Dispatcher. He said they did not know anything other than it was Class 9. He had spoken to the Duty Officer. My excellent (and probationary) First Officer quickly brought up the relevant section of the FOM; 10.25; under 'DG Manifest Modification.' After consulting with the Dispatcher and the First Office; I decided that; since there were no physical signs such as smells or smoke that would call for a divert; and that there was no other Hazmat onboard that may create a separation issue; we would continue to ZZZ1 if the Duty Officer concurred. We would modify the DG Manifest in-flight. I notified the Dispatcher of this. He informed me later that the Duty Officer concurred with the decision to continue. In an abundance of caution we donned the CO2 detectors; as we were not sure what Class 9 Hazmat we were carrying. [We] received another ACARS. We were informed that the Hazmat was some sort of 'safety devices.' We were in contact frequently with the Dispatcher to see if there was any new information; but there was not. Landed uneventfully in ZZZ1. At cruise we received an ACARS message from [Dispatch] that the ramp in ZZZ had notified [Dispatch] there was an unmanifested IDG 342 kg Class 9 Hazmat in position 3L. Captain SAT phoned [Dispatch] to talk about what was going on. ZZZ didn't know exactly what it was but it was Class 9 'safety equipment'. Talking it over with [Dispatch]; Duty Officer; and ourselves we elected to continue. We were able to update the DG manifest to reflect 'class 9 safety equipment.' We sent subsequent messages trying to find more information about the unmanifested cargo but [Dispatch] was unable to get ahold of ZZZ to further identify the cargo. We were able to put as much information as we could on the updated manifest. As a precaution we pulled out the CO2 detectors in case dry ice was involved. The rest of the flight went without incident and we were instructed to file ASAP and FSR reports. We also have photos of all the documents in case those are in need of further review. We were able to comply with FOM page 10-13 regarding updating a DG manifest after block out. ZZZ Ramp did not list the IDG located in position 3L on the DG manifest. The DG manifest reflected no dangerous goods on board. MD-11 flight crew reported ACARS notification of unmanifested Dangerous Goods on board. At departure; received no Dangerous Goods required documentation.
Aircraft: REGIONAL JET CL65; UNDIFFERENTIATED OR OTHER MODEL
Phase of flight: Initial Approach
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter CFTT / CFIT

I was the First Officer and Pilot Flying for the visual approach to Runway 20 at BMI. We were cleared for the visual and I descended with the glideslope as a backup. Several miles out on the approach; the aircraft looked low and I immediately clicked off the autopilot and corrected the airplane's approach path. As I corrected the aircraft's flightpath; ATC called and said they had received an altitude low warning on our aircraft. We acknowledged and continued the approach and landed safely. The Captain informed ATC that the glideslope was giving incorrect information and ATC informed us that the glideslope was out of service. At this point we realized that the NOTAM for an inactive glideslope was still active and we had briefed that the NOTAM would not affect our approach. This event was caused by a misinterpretation of NOTAMs on the release. This event could have been avoided by thoroughly briefing the NOTAMs as a crew and not relying on a system that was out of service. CRJ First Officer reported receiving a low altitude alert from ATC on approach to BMI. They realized they were following a glide slope that was NOTAMed out of service.
Aircraft: NO AIRCRAFT
Phase of flight: unknown
Anomaly: ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy

I believe an unsafe situation exists at ZZZ ARTCC. Management has had supervisors in the building daily even though the COVID-19 pandemic continues. One of the supervisors tested positive and had interaction with controllers and been in the same working and break areas. We have since had a Controller test positive. I believe much of our risk could have been mitigated with better restrictions on who was and was not allowed to enter the building. I understand it's not entirely possible to eliminate all risks but I feel more thought and care should have gone into the way plans were laid out.Stop having ANYONE non essential to the operation enter the building. Including the highest levels of management. Especially if their work could be done from home. Center Controller reported a Supervisor who had tested positive for COVID-19 had interacted with controllers. Controller suggested allowing only essential workers in the building.
Aircraft: DHC8
Phase of flight: Climb
Anomaly: Aircraft Equipment Problem Critical

Climbing out of ZZZ around 11;000 feet or so we received an aural warning and master warning light. Noticed the #2 engine oil pressure gauge fluctuating wildly from normal pressure down to the red line and back and forth. Emergency checklist had us reduce power to idle and condition levers to start feather. Pushed the alt feather switch and engine did not feather. NP was above requirements to shut the engine down so we left it operating in accordance with the checklist. I notified ATC before that with the assumption we would have to shut it down. We completed the checklist with the condition levers to max and the engine still producing power and I held a conservative airspeed around 180 kts all the way down the approach. I flew the visual approach to [Runway] XXL without incident and taxied to the gate. After turning the aircraft over to Maintenance we received a new plane and flew our last leg safety getting our passengers to their destination. The emergency checklist directed us to not shutdown the engine and we diverted back to ZZZ since we were only about 30 miles out. The oil pressure gauge continued to wildly fluctuate with the aural chime all the way back to Seattle. After parking and deplaning; Maintenance notified me the engine was covered in oil. Once we landed; Maintenance informed us the engine was leaking oil and when they opened the nacelle they discovered oil covering the engine was covered in oil. One of my senior flight attendants remarked she liked the fact I made the announcement to the passengers and let them know that emergency vehicles would be meeting the aircraft and following us to the gate. Dash-8 captain reported experiencing an engine oil leak on climb-out.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Hazardous Material Violation

Bag arrived with battery attached. Customer was called to [Baggage Office] and advised of hazard. According to customer; departure airport checked bag at gate. Ramp Personnel reported bag unloaded from baggage cargo with batteries attached.
Aircraft: LIGHT SPORT AIRCRAFT
Phase of flight: Cruise
Anomaly: ATC Issue All Types; Conflict NMAC; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural FAR

While practicing maneuvers at approximately 2;000 feet while on Flight Following; [TRACON] advised us that an aircraft was moving at 130 knots behind us and that we should turn immediately to the South. We did so. The other aircraft then followed us in the left turn. We continued to try to evade them by turning tighter and lowering our altitude. The other aircraft continued to follow us. I was extremely concerned they were trying to hit us intentionally. I asked [TRACON] if we could be cleared into Class B airspace because we could not get away from them. They denied our request. I asked the controller if they were talking to the other aircraft; he said they were not. I asked if I could get any information about the aircraft; the controller said; since the aircraft was squawking VFR; they had no information on the aircraft. I later asked the controller if there was anything we could do to report the incident and he said there was not.When we returned to [our home airport] I heard [another pilot] reporting inbound from the area we were just in. I suspected it might be him. When he landed I approached the pilot of Aircraft Y. He immediately asked if we were just in [the area] doing circles. I asked if that was him following us in the turns. He said it was. I told him that it was extremely dangerous and that he scared my student and I a lot. LSA pilot reported that he was unable to avoid another aircraft following his aircraft.
Aircraft: COMMERCIAL FIXED WING
Phase of flight: Parked
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy

Today upon checking in for my last flight for the day in ZZZ; I was told by the gate agents that [seats] XX and XY are available for passengers if needed. I didn't understand exactly why; so I spoke to Person X and she verified this.Essentially; the company is putting revenue above Flight Attendant safety. I find this to be unacceptable for obvious reasons. The health and safety of colleagues of the company are of the utmost importance as the company always says.The seat in XX has a view panel that is required to be open for taxi; takeoff; landing and turbulence. The Purser has to sit in the jumpseat facing all passengers with that view panel open. This is not safe for the Flight Attendant sitting directly in their jumpseat at XZ. Also the last seat in the rear of the aircraft on the aisle should not be available if needed; but rather blocked.Yes; the policy is that the mask is to be placed over the nose and mouth and that no vented masks are acceptable on board. It is also stated that if a passenger doesn't comply; to provide the customer(s) with the company's policy for masks. I would then file a report and inform the appropriate parties; including the Flight Deck. This doesn't negate the safety issue at hand of the passenger in XX not complying or when they are eating and/or drinking. I would appreciate a prompt review of the following as now my health could be in jeopardy. Flight Attendant reported that allowing passengers to sit in seats that are directly opposite flight attendant jumpseats could jeopardize flight attendant health.
Aircraft: SKYLANE 182/RG TURBO SKYLANE/RG
Phase of flight: Cruise
Anomaly: Conflict Airborne Conflict

Flight conducted VFR GPS Direct to [destination] with VFR Advisories along entire route. Drone sighted on right side side of aircraft at designated location and seen by both passenger and pilot. Drone was a black quadcopter. Sighting reported to NY approach. Flight condition was VFR on top above a solid overcast at 3500 FT. Cessna 182 pilot reported airborne conflict with UAV.
Aircraft: A320
Phase of flight: Parked
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Other / Unknown

I was called to pre-board the flight. While doing my emergency equipment checks I noticed that it was nearly impossible to remove the First Aid Kit from the forward overhead bin aircraft right. Since adding the music player below this bin has been compressed and the AED and First Aid Kit now barely fit. There is noticeable wear and tear to the top of the AED from being scrapped against the hinge; and the First Aid Kit will not come out unless you nudge it into the middle between the hinges. This could be very unsafe in an emergency situation if Flight Attendant's cannot get out lifesaving equipment.Change the shape of the first aid kit or move them to another location that allows Flight Attendant to easily access them in emergency situations. Flight Attendant reported that the tight fit of the First Aid Kit and the AED make them difficult to remove from the overhead bin.
Aircraft: PA28
Phase of flight: Initial Approach
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Published Material / Policy

I was flying to PLK and the trip was uneventful until my approach to land. I had a current chart and downloaded info for PLK and BBG. I used an older Garman 295 which was out of date; but with a current chart and downloaded information (reference only) I thought I would be fine. As I got close and had airport insight approximately 5 miles out I called PLK Tower with my position and intent. No answer; no problem 122.7. I called an extended left base then noticed my GPS reading I was at the airport. But I wasn't there yet; I had a mile or so to go (nothing clicked yet). I called base to final. I was looking for other traffic during this time and saw none. I called final; and then saw the runway markings. PLK is a 12-30 I saw 14-32 (click). Then I saw a green light from the Tower. Nearing the threshold I landed. [I] taxied up to a young man that gave me a phone number to call. So I did; and after a polite but firm ass chewing/lesson [Tower] let me fly back to PLK. I landed at BBG having never seen PLK; which I flew right over. BBG is a newer airport which did not show up on my GPS. Note to self even flying VFR have an updated GPS and pay attention when approaching controlled airspace. That is about it; the rest of the trip went fine. PA28 pilot reports mistaking BBG for PLK due to using an older Garmin 295 without a current data base. BBG is a newer airport and Tower controled.
Aircraft: C172
Phase of flight: Cruise
Anomaly: Airspace Violation All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural FAR

I am an experienced pilot in Europe but a new pilot in the U.S.; so I try to get the best from the flight planning tools in the U.S. but everything is not always as clear to me than it would be for old American pilots. I was on a VFR flight from HND; to MHV. Before my flight I checked on the FAA website (sua.faa.gov) the activity status of all special status area on my route. Seeing that R2502N was hot; I decided to avoid it by the north. On the same website; R2524 was not shown as active. So I decided to plan my route through it. From departure at HND I requested flight following; as I always do; to ensure I don't do any navigation mistake and to have help in case I need it. I updated the FAA website inflight and R2524 was still cold. I was on flight following with Joshua app; the dedicated ATC center for R2524; radar identified with a specific squawk code. With no specific request on my side; Joshua cleared me through R2524 'at or above 12000 ft' which I didn't really understand as I was flying at 8500ft and; in my mind; the area was inactive. I should have asked why; but I didn't. Just before entering the area; the ATC asked me to take a heading 340. I thought it was for airplane avoidance; and I followed the heading for some time. After a few minutes; I asked to resume navigation; which ATC approved. So I resumed my navigation direct to MHV; which made me enter the R2524 area. Then the ATC told me I was inside an active restricted area - this is when I realized my error!I talked to the center supervisor on the phone later; and explained the situation. He agreed that the area was not active on the website; but explained me that it was not meaning it was not active 'for real' and that I should have asked ATC about it. I apologized about that and I hope I haven't caused any trouble for other airplanes training in the area. On my side; it's a good lesson for next time; as my flight instructor told me: always ask ATC even when FAA website says it's OK; and always assume restricted areas are hot unless ATC says otherwise! C172 pilot was advised by ATC he was in a hot restricted area that was shown cold during his preflight.